Route planning and movement of an aircraft on the ground based on a navigation model trained to increase aircraft operational efficiency

ABSTRACT

Route planning and movement of an aircraft on the ground based on a navigation model trained to improve aircraft operational efficiency is provided herein. A system comprises a memory that stores executable components and a processor, operatively coupled to the memory, that executes the executable components that comprise an assessment component, a sensor component, and a route planning component. The assessment component accesses runway data, taxiway data, and gate configuration data associated with an airport. The sensor component collects, from a plurality of sensors, sensor data related to performance data of an aircraft and respective conditions of the runway, the taxiway, and the gate configuration data. The route planning component employs a navigation model that is trained to analyze the sensor data, the runway data, the taxiway data, and the gate configuration data, and generate a taxiing protocol to navigate the aircraft to improve aircraft operational efficiency.

TECHNICAL FIELD

The subject disclosure relates generally to route planning and movementand, more specifically, to route planning and movement of an aircraft onthe ground based on a navigation model trained to increase aircraftoperational efficiency.

BACKGROUND

Flight management systems are employed within an aircraft cockpit toperform complex operations and/or complex calculations that facilitatenavigation of an aircraft during on the ground operations and in-flightoperations. As it relates to on the ground operations, the flightmanagement systems can be utilized to assist the pilot to route theaircraft around the airport (e.g., navigate to a gate or terminal afterlanding). The route provided, however, is a “shortest path” between astarting location and an ending location. The shortest path, however,does not consider “wear and tear” on the aircraft, an amount of fuel andother resources consumed, and/or passenger convenience and safety.

SUMMARY

The following presents a simplified summary of the disclosed subjectmatter in order to provide a basic understanding of some aspects of thevarious embodiments. This summary is not an extensive overview of thevarious embodiments. It is intended neither to identify key or criticalelements of the various embodiments nor to delineate the scope of thevarious embodiments. Its sole purpose is to present some concepts of thedisclosure in a streamlined form as a prelude to the more detaileddescription that is presented later.

An aspect relates to a system that can comprise a memory and aprocessor. The memory can store executable components and the processorcan be operatively coupled to the memory and can execute the executablecomponents. The executable components can comprise an assessmentcomponent that accesses runway data, taxiway data, and gateconfiguration data associated with an airport and aircraft technicaldata and specifications. The executable components can also comprise asensor component that can collect sensor data from a plurality ofsensors. The sensor data can relate to performance data of an aircraftand respective conditions of the runway data, the taxiway data, and thegate configuration data. Further, the executable components can comprisea route planning component that can employ a navigation model that istrained to analyze the sensor data, the runway data, the taxiway data,and the gate configuration data, and generate a taxiing protocol tonavigate the aircraft within the airport to improve aircraft operationalefficiency associated with conservation of fuel, decreased brake wear,or combinations thereof.

According to another aspect is a method that can comprise determining,by a system operatively coupled to a processor, information related toan airdrome. The information can comprise first data associated with arunway of the airdrome, second data associated with a taxiway of theairdrome, third data associated with a gate configuration of theairdrome, and fourth data associated with aircraft technical data. Themethod can also comprise obtaining, by the system, sensor data from oneor more sensors. The one or more sensors can comprise a first sensorthat monitors performance data of an aircraft, a second sensor thatmonitors a first condition of the runway, a third sensor that monitors asecond condition of the taxiway, and a fourth sensor that monitors athird condition of the gate configuration. Further, the method cancomprise generating, by the system, a taxiing protocol based on anavigation model that is trained based on the information and the sensordata. The taxiing protocol can increase an operational efficiency of theaircraft, wherein the operational efficiency comprises fuelconservation, brake wear mitigation, or combinations thereof.

Another aspect relates to a computer readable storage device comprisingexecutable instructions that, in response to execution, cause a systemcomprising a processor to perform operations. The operations cancomprise accessing runway data, taxiway data, and terminal configurationdata associated with an airport. The operations can also compriseobtaining sensor data from one or more sensors. The sensor data canrelate to performance data of an aircraft and respective conditions of arunway, a taxiway, and a defined terminal. Further, the operations cancomprise training a model based on the sensor data, the runway data, thetaxiway data, and the terminal configuration data. In addition, theoperations can comprise determining a taxiing protocol. The aircraft canbe navigated within the airport based on the taxiing protocol. Further,the taxiing protocol can increase an operational efficiency of theaircraft based on mitigation of brake wear, fuel conservation, or bothmitigation of brake wear and fuel conservation.

To the accomplishment of the foregoing and related ends, the disclosedsubject matter comprises one or more of the features hereinafter morefully described. The following description and the annexed drawings setforth in detail certain illustrative aspects of the subject matter.However, these aspects are indicative of but a few of the various waysin which the principles of the subject matter can be employed. Otheraspects, advantages, and novel features of the disclosed subject matterwill become apparent from the following detailed description whenconsidered in conjunction with the drawings. It will also be appreciatedthat the detailed description can include additional or alternativeembodiments beyond those described in this summary.

BRIEF DESCRIPTION OF THE DRAWINGS

Various non-limiting embodiments are further described with reference tothe accompanying drawings in which:

FIG. 1 illustrates an example, non-limiting, system for aircraft on theground navigation in accordance with one or more embodiments describedherein;

FIG. 2 illustrates another example, non-limiting, system for training anavigation model in accordance with one or more embodiments describedherein;

FIG. 3 illustrates another example, non-limiting, system for automatedaircraft navigation and collision avoidance in accordance with one ormore embodiments described herein;

FIG. 4 illustrates another example, non-limiting, system for collisionavoidance in accordance with one or more embodiments described herein;

FIG. 5 illustrates another example, non-limiting, system for automatingroute planning and movement of an aircraft on the ground in accordancewith one or more embodiments described herein;

FIG. 6 illustrates an example, non-limiting, method for facilitatingroute planning and movement of an aircraft on the ground based on anavigation model trained to improve aircraft operational efficiency inaccordance with one or more embodiments described herein;

FIG. 7 illustrates a method for route planning of an aircraft on theground in accordance with one or more embodiments described herein;

FIG. 8 illustrates a method for route planning and movement of anaircraft on the ground in accordance with one or more embodimentsdescribed herein;

FIG. 9 illustrates an example, non-limiting, computing environment inwhich one or more embodiments described herein can be facilitated; and

FIG. 10 illustrates an example, non-limiting, networking environment inwhich one or more embodiments described herein can be facilitated.

DETAILED DESCRIPTION

One or more embodiments are now described more fully hereinafter withreference to the accompanying drawings in which example embodiments areshown. In the following description, for purposes of explanation,numerous specific details are set forth in order to provide a thoroughunderstanding of the various embodiments. However, the variousembodiments can be practiced without these specific details. In otherinstances, well-known structures and devices are shown in block diagramform in order to facilitate describing the various embodiments.

Various aspects provided herein relate to navigation after an aircrafthas landed, or during preparation for air flight. In an example, thevarious aspects can facilitate automatic selection of a runway exitpoint (e.g., a taxiway) based on actual landing/deceleration progress.For example, based on a landing progress (e.g., a long landing) andactual deceleration (e.g., dry, wet, contaminated runway), the variousaspects can dynamically calculate which exit should be taken for adefined destination gate. In an example, braking performance for anoriginal taxiway can be increased to utilize a planned taxiway, or adifferent taxiway can be chosen to minimize brake wear.

According to one or more aspects, performance based optimization ofroutes (rather than shortest path) can be performed as discussed herein.For example, routes can be calculated to a destination gate (or to arunway) by performance of the aircraft, not based on the shortest path.In some implementations, performance can include consideration ofaccelerations and/or decelerations that can impact fuel consumption,inertia, and other operating parameters.

Further, automatic routing as discussed herein can utilize awareness ofunavailable taxiways through use of digital datalinks and/or sensors.For example, digital datalinks provided by airport and/or sensors (builtin or provided via a datalink) can be utilized to identify closed and/orunavailable taxiways and to route an optimal path utilizing onlyavailable taxiways (e.g., avoid a “traffic jam”).

FIG. 1 illustrates an example, non-limiting, system 100 for aircraft onthe ground navigation in accordance with one or more embodimentsdescribed herein. For example, the navigation can be from a gate (e.g.,a boarding gate) to a runway. In another example, the navigation can befrom the runway to the gate or terminal. In a further example, thenavigation can be to other locations, such as from the gate to a deicinglocation, then to the runway. Further, other locations can be utilizedfor the routing and the disclosed aspects are not limited to routingto/from a gate and/or a runway.

The system 100 can comprise an assessment component 102, a sensorcomponent 104, a route planning component 106, an interface component108, at least one memory 110, and at least one processor 112. Theassessment component 102 can receive and/or can access input data 114,which can comprise runway data, taxiway data, and gate configurationdata associated with an airdrome (e.g., an airport, general aviationairfields, large commercial airports, military airbases, and so on). Forexample, the runway data can include information related to a runwaythat an aircraft is expected, or is scheduled, to utilize. The runwaydata can also include information related to other runways of theairport. The taxiway data can include information related to one or moretaxiways of the airport, including at least one taxiway the aircraft isexpected to use. The gate configuration data can include informationrelated to respective configurations of one or more airports. Theassessment component 102 can also receive input data 114 that comprisesaircraft technical data and specifications (e.g., size, weight, enginetorque, and so on).

The sensor component 104 can collect sensor data from a plurality ofsensors 116 that can be associated with the aircraft or that can belocated remote from the aircraft. One or more sensors of the pluralityof sensors 116 can obtain sensor data related to performance data of theaircraft. For example, the sensor data can include a speed of theaircraft, a braking action associate with the aircraft, and/or anaircraft deceleration. Further, one or more sensors of the plurality ofsensors 116 can obtain sensor data related to respective conditions ofthe runway data, the taxiway data, and the gate configuration data.

One or more sensors of the plurality of sensors 116 can be included, atleast partially, in the system 100. Other sensors of the plurality ofsensors 116 can be located remote from, and in communication with, thesystem 100 (and/or other systems). According to some implementations,one or more sensors of the plurality of sensors 116 can obtaininformation related to conditions of an airport, including runwayconditions, weather conditions, and/or other conditions. Additionally,the airport runway data can include information related to a current oranticipated condition of the runway. The condition can include weatherconditions, usage conditions (e.g., usage by other aircraft, personnel,service vehicles, and so on), or other conditions (e.g., scheduledmaintenance, unscheduled closures).

The route planning component 106 can employ a navigation model 118 thatcan be trained to analyze the sensor data, the runway data, the taxiwaydata, and/or the gate configuration data. Based on the data and thenavigation model 118, the route planning component 106 can generate ataxiing protocol to navigate the aircraft within the airport to improveaircraft operational efficiency. The taxiing protocol can navigate theaircraft from a current location to a target location. For example, ifthe aircraft has landed, the navigation can be from the runway to anassigned gate. In another example, if the aircraft is scheduled to takeoff, the navigation can be from the gate to the assigned runway.

For example, airports can comprise one or more taxiways, which are pathsthat connect runways with other areas, such as, aprons, hangers, gates,terminals, and so on. Taxiways usually have various speed limits forsafety purposes. Some airports can have high-speed, or rapid-exit,taxiways that can allow the aircraft to leave the runway at higherspeeds than other taxiways allow. Accordingly, in some implementations,to conserve fuel, the route planning component 106 can utilize arapid-exit taxiway after landing so that momentum during landing can beutilized to turn onto the rapid-exit taxiway (e.g., aircraft does notneed to decelerate quickly to exit the runway, which can conserve fuel).For example, for jet engines, spooling up the turbine can use a lot offuel. Therefore, when landing and an exit is taken onto a high-speedtaxiway, the aircraft can use the speed from landing, which can alsomitigate brake wear. According to some implementations, aerodynamicmodels can be employed by the route planning component 106. In anexample, the use of reverse thrust and/or brakes can be mitigated (e.g.,spoilers can be utilized as speed brakes) based on the aerodynamicmodels. In some implementations, depending on the airport layout, itcould be more fuel efficient and less brake wear to roll all the way outand use drag to bleed off speed, which can be determined through the useof aerodynamic models.

Information related to the taxiing protocol can be output by theinterface component 108 as output data 120, which can include audibleand/or visual data. According to some implementations, the interfacecomponent 108 can be a component of the system 100. However, accordingto some implementations, the interface component 108 can be separatefrom the system 100, but in communication with the system 100. Forexample, the interface component 108 can be associated with a deviceco-located within the system (e.g., within a cockpit of an aircraft). Inanother example, the interface component 108 can be included in a devicelocated remote from the system and associated with a pilot or otherentity. For example, the device can be a mobile phone, a tabletcomputer, a laptop computer, and other computing devices.

To determine the taxiing protocol, the route planning component 106 canattempt to improve aircraft operational efficiency. According to someimplementations, the route planning component 106 can factor requiredtime of arrival at a gate during the generation of the taxiing protocol.For example, the route planning component 106 can factor aircraftweight, thrust, and fuel consumption during the generation of thetaxiing protocol. In another example, the route planning component 106can factor airport runway and weather conditions when generating thetaxiing protocol.

In another example, the route planning component 106 can utilize a timefor take-off and a current traffic condition of the airport to generatethe route. In an example, the route planning component 106 can indicatethat the aircraft should remain at a terminal until a specified time toavoid traffic jams along the taxiways. In some implementations, theroute planning component 106 can attempt to move the aircraft from theterminal to the runway (and vice versa) with a minimal number of stopsand/or locations where the aircraft would have to slow down. In anotherexample, the route planning component 106 can chose a route to maintainthe momentum from landing the aircraft and/or such that no further (orminimal) accelerations are needed (e.g., minimize stops during the routefrom the taxiway to the terminal area).

According to some implementations, the system 100 (e.g., through theinterface component 108) can provide an indication, such as a warning,to indicate that the aircraft will not make it to the runway on time(e.g., based on the navigation model 118) and, therefore, a differenttime slot should be requested from the traffic control tower. In animplementation, the system 100 can automatically request a differenttime slot.

Although discussed herein with respect to a single aircraft, inaccordance with some implementations, the system 100 can be configuredto optimize routes and/or movement of a multitude of aircraft. In anexample, the system 100 can be utilized with all aircraft within theairport or a subset of aircraft in the airport.

The at least one memory 110 can be operatively coupled to the at leastone processor 112. The at least one memory 110 can store computerexecutable components and/or computer executable instructions. The atleast one processor 112 can facilitate execution of the computerexecutable components and/or the computer executable instructions storedin the at least one memory 110. The term “coupled” or variants thereofcan include various communications including, but not limited to, directcommunications, indirect communications, wired communications, and/orwireless communications.

The at least one memory 110 can store protocols associated withfacilitating aircraft navigation as discussed herein. Further, the atleast one memory 110 can facilitate action to control communicationbetween the system 100, other systems, and/or other devices, such thatthe system 100 can employ stored protocols and/or algorithms to achieveimproved navigation as described herein.

It is noted that although the one or more computer executable componentsand/or computer executable instructions can be illustrated and describedherein as components and/or instructions separate from the at least onememory 110 (e.g., operatively connected to the at least one memory 110),the various aspects are not limited to this implementation. Instead, inaccordance with various implementations, the one or more computerexecutable components and/or the one or more computer executableinstructions can be stored in (or integrated within) the at least onememory 110. Further, while various components and/or instructions havebeen illustrated as separate components and/or as separate instructions,in some implementations, multiple components and/or multipleinstructions can be implemented as a single component or as a singleinstruction. Further, a single component and/or a single instruction canbe implemented as multiple components and/or as multiple instructionswithout departing from the example embodiments.

It should be appreciated that data store components (e.g., memories)described herein can be either volatile memory or nonvolatile memory, orcan include both volatile and nonvolatile memory. By way of example andnot limitation, nonvolatile memory can include read only memory (ROM),programmable ROM (PROM), electrically programmable ROM (EPROM),electrically erasable ROM (EEPROM), or flash memory. Volatile memory caninclude random access memory (RAM), which acts as external cache memory.By way of example and not limitation, RAM is available in many formssuch as synchronous RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM(SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM),Synchlink DRAM (SLDRAM), and direct Rambus RAM (DRRAM). Memory of thedisclosed aspects are intended to comprise, without being limited to,these and other suitable types of memory.

The at least one processor 112 can facilitate respective analysis ofinformation related to aircraft navigation and/or movement. The at leastone processor 112 can be a processor dedicated to analyzing and/orgenerating actions based on data received, a processor that controls oneor more components of the system 100, and/or a processor that bothanalyzes and generates models based on data received and controls one ormore components of the system 100.

FIG. 2 illustrates another example, non-limiting, system 200 fortraining a navigation model in accordance with one or more embodimentsdescribed herein. Repetitive description of like elements employed inother embodiments described herein is omitted for sake of brevity.

The system 200 can comprise one or more of the components and/orfunctionality of the system 100 and vice versa. The system 200 cancomprise a navigation model generation component 202 that can generatethe navigation model 118 based on operation data received from aplurality of aircraft. For example, data from one or more aircraft canbe aggregated and used by the navigation model generation component 202to train the navigation model 118. The data aggregated across the one ormore aircraft can be useful since one or more aircraft might not havebeen utilized to fly into a particular airport previously, or might nottravel to the airport frequently. Thus, information from the pluralityof aircraft can be utilized to supplement data that can be gathered by asingle aircraft. For example, a large corpus of airplane landing,taxiing, and airport navigation information can be utilized to train orgenerate the model. According to some implementations, the navigationmodel 118 can be further trained through cloud-based sharing across aplurality of models. For example, the models are not static but can bedynamically and constantly updated as new information is obtained.Accordingly, cross-learning can be facilitated across systems/models toallow accelerated learning and to share information (e.g., delays,obstructions on a runway/taxiway, unplanned runway/taxiway closures,emergency situations, and so on).

According to some implementations, the navigation model generationcomponent 202 can train the navigation model 118 via cloud-based sharingacross a plurality of models. For example, various aircraft and/or othersystems that have information related to a defined airport can provideinformation about the airport over the cloud (e.g., cloud computing).The information can be retained in a database (e.g., in the cloudnetwork) and can be assessed as needed when an aircraft is to landand/or depart from the airport. Such data can supplement the currentdata of the airport, as gathered by the one or more sensors 116.

The taxiing protocol determined by the route planning component 106 caninclude a route that could be more effective in terms of fuel savings,rather than a route that is the shortest distance. For example, theroute planning component 106, or the navigation model 118, can evaluatethe performance data of the aircraft, which can comprise a weight of theaircraft, a thrust of the aircraft, a fuel consumption of the aircraft,or combinations thereof. In addition, the route planning component 106,or the navigation model 118, can evaluate the respective conditions ofthe runway data and the taxiway data, which can comprise at least one ofa weather condition, traffic information, obstruction information,restriction information, or combinations thereof. Based on the analysis,the route planning component 106, or the navigation model 118, candetermine a route that should be taken in order to conserve fuel,decrease brake wear, and/or increase one or more other efficiencies ofthe aircraft.

According to some implementations, the system 200 can comprise adeviation component 204 that can dynamically reassess and update aroute. In further detail, the system 200 can receive, as input data 114,detailed airport surface map data (e.g., information related to one ormore taxiways with respective acceptable speeds and weights), aircraftperformance data (including aircraft weight, thrust, fuel consumption),known runway conditions, inaccessible areas, required arrival time atgate, inputs from any collision or obstacle warning sensors that can beavailable (e.g., radar, Light Imaging, Detection, and Ranging (LIDAR),Autonomous Collision Avoidance System (ACAS), optical, and so on). Forexample, data received from radar or LIDAR can be utilized to identifywhere the runway is located and if there is anything located on therunway. According to some implementations, a camera or infrared cameracan be utilized to determine if there are obstructions on the runway.

In accordance with some implementations, the input data 114 can includelearned data. For example, the system 200 can learn the actualperformance data of the aircraft, which can be different from thespecification data (e.g., assumed performance data). Thus, rather thanusing the thrust data provided by a manufacturer of the engines, thesystem 200 can learn the amount of the thrust the engines installed onthe aircraft actually provide with real (e.g., measured) fuelconsumption.

The route planning component 106, based on the navigation model 118, canevaluate the assigned runway for landing and the assigned gate and,based on the evaluation, can plot a better or more optimal path bycalculating segments with weighting for speed and changes in speed.Penalty factors can apply for any acceleration or deceleration thatneeds to occur. Further, the route planning component 106 can remove anysegments that are inaccessible and recalculate as necessary. Optionally,the route planning component 106 can prepare alternates for non-optimallanding. Further, the route planning component 106 can monitor landingprogress and identify where the aircraft has actually touched down. Ifat the threshold (e.g., will be able to use the assigned taxiway),execute as calculated. If long (e.g., will go past the taxiway), thedeviation component 204 can determine whether to increase braking actionto achieve original routing or use alternate routing (e.g., a differenttaxiway).

For example, “brake to vacate” (BTV) is a system that allows a pilot topre-select stopping distance and speed for a chosen taxiway. BTV cancalculate distance and can provide a warning if there is not sufficientrunway available in wet/dry conditions. BTV can also provide brakesettings that should be utilized to achieve the required stoppingdistance. As discussed herein, the various aspects can, based onavailable information (e.g., runway conditions, available/cleartaxiways, taxiway speeds, destination gate), calculate brake settingsrather than use a pilot estimation.

On the runway, the BTV passes control to a Runway Overrun Advisory andAlerting System (ROAAS)/Runway Overrun Protection. The ROAAS can providemonitoring of actual deceleration compared to runway length and canprovide a warning or an indication to use maximum braking to preventrunway overrun. As discussed herein, the various aspects can compareflight performance with the model. If the aircraft touchdown isdifferent than calculated (e.g., a non-optimal landing), calculate nextoptimal taxiway. Either to increase braking performance to achieveoriginal taxiway or choose next optimal one (could skip one or more).

In addition, rather than determining a route based on a shortestdistance, the various aspects provided herein can calculate routes basedon performance of aircraft and find a most optimal route forperformance. This can be a route with a minimal number of accelerationsto avoid inertia of jet spooling up and associated fuel consumption. Theroute can also include elevation profiles, if applicable to the airport,and other factors that can decrease time to destination and/or reducefuel consumption to destination.

FIG. 3 illustrates another example, non-limiting, system 300 forautomated aircraft navigation and collision avoidance in accordance withone or more embodiments described herein. Repetitive description of likeelements employed in other embodiments described herein is omitted forsake of brevity.

The system 300 can comprise one or more of the components and/orfunctionality of the system 100, the system 200, and vice versa. Thesystem 300 can comprise a speed control component 302 that can performacceleration and/or deceleration of the aircraft within the airport as afunction of the taxiing protocol. According to some implementations, thespeed control component 302 can regulate a braking action of theaircraft to minimize brake wear and increase a fuel efficiency, whichcan be performed consistently.

For example, the speed control component 302 can mitigate the number oftimes an engine has to “spool up” in order to accelerate. To perform theactual throttle control of the aircraft, there can be a delay betweenphysically pushing the levers and creating the effect of acceleration.As compared to pushing a gas pedal in a vehicle and receiving a quickresponse, there can be a significant amount of delay from pushing theaircraft throttle forward and the aircraft moving. Accordingly, it canbe difficult to obtain an optimal setting of thrust to achieve thespeeds desired without pushing the throttle too far forward in order forthe engines to “spool up” (or accelerate) to maximum. Thereafter, whenthe aircraft starts rolling, the throttle has to be pulled back becausethe aircraft is now going too fast. This manual operation can reducefuel efficiency.

The speed control component 302 can utilize a closed loop control thatcan establish a thrust level so that the pilot can manually steer butdoes not have to control the speed of the aircraft. Thus, the flightmanagement system (e.g., the speed control component 302) can connect tothe throttle system that uses optimal settings to control the amount ofthrust applied to “spool up” the engines while traversing the determinedroute. According to some implementations, if automatic speed control isnot enabled, the speed control component 302 can provide guidancevisually, audibly, or through other perceivable formats.

The system 300 can also comprise a navigation component 304 that canperform automated landing and steering of the aircraft within theairport as a function of the taxiing protocol. For example, thenavigation component 304 can utilize the taxiing protocol determined bythe route planning component 106 to automatically land and/or steer theaircraft on the ground. In some implementations, data from the one ormore sensors 116 can be analyzed by the navigation component 304 duringthe automatic landing and steering of the aircraft to the defined gateor stopping location of the aircraft. Thus, if the aircraft hasautomatic steering capability, the routing can be utilized toautomatically “drive” the aircraft to gate (or to the runway). Accordingto some implementations, if automatic steering is not enabled, thenavigation component 304 can provide guidance visually, audibly, orthrough other perceivable formats.

According to some implementations, the navigation component 304 canregulate braking action of the aircraft to minimize brake wear. Theregulation of the braking action can be facilitated by the routeplanning component 106 when the route is determined and provided as theoutput data 120.

In some implementations, the navigation component 304 can interface withan electric aircraft tug in order to conserve fuel resources. Forexample, an electric aircraft tug can move an aircraft more efficientlybecause jet engines are not fuel efficient for moving the aircraft onthe ground. Further, an electric aircraft tug can provide a torque thatis at a high level sufficient to overcome the inertia of a heavyaircraft. In addition, an electric aircraft tug can recover energy whenbraking the aircraft. Thus, the navigation component 304 can wirelesslycommunicate with the electronic aircraft tug for autonomous steering ofthe aircraft. Thus, the flight management system (e.g., the navigationcomponent 304) can provide instructions to the electronic aircraft tug,which can move the aircraft and perform the steering. When finished, theelectronic aircraft tug can be utilized for another aircraft.

FIG. 4 illustrates another example, non-limiting, system 400 forcollision avoidance in accordance with one or more embodiments describedherein. Repetitive description of like elements employed in otherembodiments described herein is omitted for sake of brevity.

The system 400 can comprise one or more of the components and/orfunctionality of the system 100, the system 200, and/or the system 300,and vice versa. The system 400 can comprise a collision avoidancecomponent 402 that can receive and generate data related to variousconditions associated with a route being traversed within the airport.For example, the data received and generated by the collision avoidancecomponent 402 can include, but is not limited to, airport, aircraft,environmental and aircraft operating factors. The collision avoidancecomponent 402 can coordinate with the speed control component 302 and/orthe navigation component 304 to mitigate collision of the aircraft withother objects. By way of example and not limitation, the objects cancomprise people, vehicles, carts, luggage, debris, and so on.

The system 400 can also comprise a mapping component 404 that canfacilitate routing and navigation of the aircraft to avoid hazardousareas, restricted areas, or other areas. For example, in an airportthere can be certain zones that an aircraft is prohibited from enteringbased on a size of the aircraft, or one or more zones can be prohibitedto all aircraft. The area or zone can be prohibited due to the chancesof jet blast, which occurs when engine thrust is high (e.g., high exitvelocity of air), which can occur when aircraft are being maneuvered(e.g., when turning from the gate to move towards the runway). This canalso occur on or before takeoff and/or after landing. The jet blastproduced can harm persons and/or objects that are located behind theaircraft. Other considerations can include noise abatement. In someimplementations, jet blast can be mitigated through the use of electricaircraft tugs when pushing back from the gate and moving aircraft aroundthe airport.

Accordingly, information related to the restricted areas can be providedto the mapping component 404, which can evaluate a route determined bythe route planning component 106 for one or more restricted areas. If arestricted area is found on the route, a notification can be transmittedfrom the mapping component 404 to the route planning component 106 toalter the route. Accordingly, the aircraft can be prevented fromentering the restricted areas, which can increase safety at the airport.

In some situations, a closure of a portion of the airport could beunforeseen (e.g., an accident, a fuel spill, traffic back-up, and so on)or could be known in advance (e.g., construction, maintenance, and soon). A digital broadcast can be transmitted and received by the system(e.g., the assessment component 102), especially in the case ofunforeseen closures. Thus, the system can automatically determine anoptimal route taking into account the newly received information.

According to some implementations, the planned route, the restrictedzones, and/or other information can be rendered on the interfacecomponent 108. In some implementations, the pilot or another entity caninteract with the interface component 108 to manually reconfigure theroute or other aspects of the navigation and/or to request a change tothe navigation.

In accordance with some implementations, the mapping component 404 cancomprise data related to all major airports (and various non-majorairports), gate configuration, runway mapping, taxiway mapping, andother information in an electronic map format. The mapping component 404can communicate with the assessment component 102 and provideinformation related to a target airport (e.g., the airport underanalysis). The mapping component 404 can receive explicit informationabout the airports and can infer information about those airports, orabout other airports, based on information received from othersystems/aircraft and/or via a cloud-based resource sharing network.

According to some implementations, the various systems can includerespective interface components or display units (e.g., the interfacecomponent 108) that can facilitate the input and/or output ofinformation to the one or more display units. The interface component108, in an example, can be a “user friendly interface” such as anElectronic Flight Bag (EFB), which is an electronic informationmanagement device that helps facilitate flight management tasks.

By way of example and not limitation, a graphical user interface can beoutput on one or more display units and/or mobile devices as discussedherein, which can be facilitated by the interface component. A mobiledevice can also be called, and can contain some or all of thefunctionality of a system, subscriber unit, subscriber station, mobilestation, mobile, mobile device, device, wireless terminal, remotestation, remote terminal, access terminal, user terminal, terminal,wireless communication device, wireless communication apparatus, useragent, user device, or user equipment (UE). A mobile device can be acellular telephone, a cordless telephone, a Session Initiation Protocol(SIP) phone, a smart phone, a feature phone, a wireless local loop (WLL)station, a personal digital assistant (PDA), a laptop, a handheldcommunication device, a handheld computing device, a netbook, a tablet,a satellite radio, a data card, a wireless modem card, and/or anotherprocessing device for communicating over a wireless system. Further,although discussed with respect to wireless devices, the disclosedaspects can also be implemented with wired devices, or with both wiredand wireless devices.

The display units (as well as other interface components discussedherein) can provide, a command line interface, a speech interface,Natural Language text interface, and the like. For example, a GraphicalUser Interface (GUI) can be rendered that provides a user with a regionor means to load, import, select, read, and so forth, various requestsand can include a region to present the results of the various requests.These regions can include known text and/or graphic regions that includedialogue boxes, static controls, drop-down-menus, list boxes, pop-upmenus, as edit controls, combo boxes, radio buttons, check boxes, pushbuttons, graphic boxes, and so on. In addition, utilities to facilitatethe information conveyance, such as vertical and/or horizontal scrollbars for navigation and toolbar buttons to determine whether a regionwill be viewable, can be employed. Thus, it could be inferred that theuser did want the action performed.

The user can also interact with the regions to select and provideinformation through various devices such as a mouse, a roller ball, akeypad, a keyboard, a pen, gestures captured with a camera, a touchscreen, and/or voice activation, for example. According to an aspect, amechanism, such as a push button or the enter key on the keyboard, canbe employed subsequent to entering the information in order to initiateinformation conveyance. However, it is to be appreciated that thedisclosed aspects are not so limited. For example, merely highlighting acheck box can initiate information conveyance. In another example, acommand line interface can be employed. For example, the command lineinterface can prompt the user for information by providing a textmessage, producing an audio tone, or the like. The user can then providesuitable information, such as alphanumeric input corresponding to anoption provided in the interface prompt or an answer to a question posedin the prompt. It is to be appreciated that the command line interfacecan be employed in connection with a GUI and/or Application ProgramInterface (API). In addition, the command line interface can be employedin connection with hardware (e.g., video cards) and/or displays (e.g.,black and white, and Video Graphics Array (EGA)) with limited graphicsupport, and/or low bandwidth communication channels.

FIG. 5 illustrates another example, non-limiting, system 500 forautomating route planning and movement of an aircraft on the ground inaccordance with one or more embodiments described herein. Repetitivedescription of like elements employed in other embodiments describedherein is omitted for sake of brevity.

The system 500 can comprise one or more of the components and/orfunctionality of the system 100, the system 200, the system 300, and/orthe system 400 and vice versa. The system 500 can include a machinelearning and reasoning component 502, which can employ automatedlearning and reasoning procedures (e.g., the use of explicitly and/orimplicitly trained statistical classifiers) in connection withperforming inference and/or probabilistic determinations and/orstatistical-based determinations in accordance with one or more aspectsdescribed herein.

For example, the machine learning and reasoning component 502 can employprinciples of probabilistic and decision theoretic inference.Additionally, or alternatively, the machine learning and reasoningcomponent 502 can rely on predictive models constructed using machinelearning and/or automated learning procedures. Logic-centric inferencecan also be employed separately or in conjunction with probabilisticmethods.

The machine learning and reasoning component 502 can infer a route thatshould be taken based on airport characteristics, aircraftcharacteristics, environmental conditions, operating conditions, and/orconditions of other aircraft and/or objects. According to a specificimplementation, the system 500 can be implemented for onboard avionicsof an aircraft. Further, the inferred route could be utilized to controla speed and/or a steering of the aircraft. Based on the knowledge, themachine learning and reasoning component 502 can train a model (e.g.,the navigation model 118) to make an inference based on whether a routeis acceptable or should be altered.

As used herein, the term “inference” refers generally to the process ofreasoning about or inferring states of the system, a component, amodule, the environment, and/or assets from a set of observations ascaptured through events, reports, data and/or through other forms ofcommunication. Inference can be employed to identify a specific contextor action, or can generate a probability distribution over states, forexample. The inference can be probabilistic. For example, computation ofa probability distribution over states of interest based on aconsideration of data and/or events. The inference can also refer totechniques employed for composing higher-level events from a set ofevents and/or data. Such inference can result in the construction of newevents and/or actions from a set of observed events and/or stored eventdata, whether or not the events are correlated in close temporalproximity, and whether the events and/or data come from one or severalevents and/or data sources. Various classification schemes and/orsystems (e.g., support vector machines, neural networks, logic-centricproduction systems, Bayesian belief networks, fuzzy logic, data fusionengines, and so on) can be employed in connection with performingautomatic and/or inferred action in connection with the disclosedaspects.

The various aspects (e.g., in connection with route planning andmovement of an aircraft on the ground based on a navigation modeltrained to improve aircraft operational efficiency) can employ variousartificial intelligence-based schemes for carrying out various aspectsthereof. For example, a process for evaluating one or more scheduledpaths and a current condition (e.g., aircraft landing too fast, landingconditions not as expected, obstacles on a taxiway, and so on) can beutilized to predict an alternative path that should be taken by theaircraft to improve one or more performance efficiencies of theaircraft, which can be enabled through an automatic classifier systemand process.

A classifier is a function that maps an input attribute vector, x=(x1,x2, x3, x4, xn), to a confidence that the input belongs to a class. Inother words, f(x)=confidence(class). Such classification can employ aprobabilistic and/or statistical-based analysis (e.g., factoring intothe analysis utilities and costs) to prognose or infer an action thatshould be implemented based on received operating conditions and currentconditions, whether to selectively modify a recommended path, and so on.In the case of route planning and navigation, for example, attributescan be identification of previous routes based on historical information(e.g., the navigation model 118) and the classes can be criteria of howto interpret and implement one or more actions (e.g., speed control,steering) based on the route.

A support vector machine (SVM) is an example of a classifier that can beemployed. The SVM operates by finding a hypersurface in the space ofpossible inputs, which hypersurface attempts to split the triggeringcriteria from the non-triggering events. Intuitively, this makes theclassification correct for testing data that can be similar, but notnecessarily identical to training data. Other directed and undirectedmodel classification approaches (e.g., naïve Bayes, Bayesian networks,decision trees, neural networks, fuzzy logic models, and probabilisticclassification models) providing different patterns of independence canbe employed. Classification as used herein, can be inclusive ofstatistical regression that is utilized to develop models of priority.

One or more aspects can employ classifiers that are explicitly trained(e.g., through a generic training data) as well as classifiers that areimplicitly trained (e.g., by observing and recording gesture behavior inan unstable environment, by receiving extrinsic information (e.g.,cloud-based sharing, and so on). For example, SVM's can be configuredthrough a learning or training phase within a classifier constructor andfeature selection module. Thus, a classifier(s) can be used toautomatically learn and perform a number of functions, including but notlimited to determining according to a predetermined criteria how toroute an aircraft through an airport (e.g., taking into consideration asize of the aircraft and the space available at certain portions of theroute (e.g., can the aircraft pass unobstructed through the area),whether a more efficient route can be traversed, changes to a route inreal-time based on changing circumstances such as, for example,obstructions on the runway or taxiway, other aircraft movement and soforth.

Additionally, or alternatively, an implementation scheme (e.g., a rule,a policy, and so on) can be applied to control and/or regulate one ormore routes that can be traversed by aircraft as well as the aircraftthat are currently scheduled to traverse a define route. In someimplementations, based upon a predefined criterion, the rules-basedimplementation can automatically and/or dynamically adjust a speed ofthe aircraft and/or steer the aircraft. In response thereto, therule-based implementation can automatically interpret and carry outfunctions associated with the route planning and navigation based on acost-benefit analysis and/or a risk analysis by employing a predefinedand/or programmed rule(s) based upon any desired criteria.

Methods that can be implemented in accordance with the disclosed subjectmatter, will be better appreciated with reference to the following flowcharts and/or the above routing diagrams. While, for purposes ofsimplicity of explanation, the methods are shown and described as aseries of blocks, it is to be understood and appreciated that thedisclosed aspects are not limited by the number or order of blocks, assome blocks can occur in different orders and/or at substantially thesame time with other blocks from what is depicted and described herein.Moreover, not all illustrated blocks are required to implement thedisclosed methods. It is to be appreciated that the functionalityassociated with the blocks can be implemented by software, hardware, acombination thereof, or any other suitable means (e.g., device, system,process, component, and so forth). Additionally, it should be furtherappreciated that the disclosed methods are capable of being stored on anarticle of manufacture to facilitate transporting and transferring suchmethods to various devices. Those skilled in the art will understand andappreciate that the methods could alternatively be represented as aseries of interrelated states or events, such as in a state diagram.According to some implementations, the methods can be performed by asystem comprising a processor. Additionally, or alternatively, themethod can be performed by a machine-readable storage medium and/or anon-transitory computer-readable medium, comprising executableinstructions that, when executed by a processor, facilitate performanceof the methods.

FIG. 6 illustrates an example, non-limiting, method 600 for facilitatingroute planning and movement of an aircraft on the ground based on anavigation model trained to improve aircraft operational efficiency inaccordance with one or more embodiments described herein. Repetitivedescription of like elements employed in other embodiments describedherein is omitted for sake of brevity.

The method 600 starts, at 602, when historical information can beobtained (e.g., via the assessment component 102). The historicalinformation can include airport data, aircraft data, route data, andtiming data. For example, the airport data can include historicalinformation related to the airport, such as information related to oneor more runways, one or more taxiways, gate configuration, restrictedareas, and so on. The aircraft data can include specificationsassociated with the aircraft such as weight, size, and engineparameters. The route data can include information related to anexpected route. For example, if an aircraft is landing, the route datacan include a runway on which the aircraft is landing and a taxiwayexpected to be taken by the aircraft after landing. In another example,the route data can include an expected route between a gate and therunway. The timing data can be an expected gate arrival time and/or anexpected departure time.

At 604, sensor information can be received to supplement the historicaldata (e.g., via the sensor component 104). The sensor information caninclude parameters detected that are associated with the aircraft (e.g.,a speed, a location, a landing condition, a current weight (includingpassengers and/or cargo), a fuel consumption, and so on). The sensordata can also include information related to the airport (e.g., amountof aircraft traffic active at the airport, unexpected closures ofrunways and/or taxiways, obstructions on a runway and/or taxiway, and soon).

At 606, a model is trained on the historical information, the sensordata, or both the historical information and the sensor data (e.g., viathe navigation model generation component 202). According to someimplementations, training the model can comprise training the model viacloud-based sharing across a plurality of models. In someimplementations, training the model can be based on operating datareceived from one or more other aircraft. The operating data can bereceived via cloud-based sharing according to an implementation (e.g., acloud computing network).

Based on the trained model, at 608, a determination is made whether thescheduled route will satisfy the timing criteria (e.g., via the routeplanning component 106). For example, the model can evaluate thescheduled route based on the timing criteria and based on one or moreoperational efficiencies (e.g., will the scheduled route conserve fuelwhile meeting the timing criteria). If the scheduled route will satisfythe timing criteria (“YES”), the method continues at 610, and thescheduled route is utilized.

If the scheduled route will not satisfy the timing criteria (“NO”), at612, the route can be reconfigured based on the historical informationand the sensor information (e.g., via the deviation component 204). Forexample, if the aircraft has landed and it is automatically determinedthat the braking action is not what was expected (e.g., as determined bythe one or more sensors), the scheduled route can be recalculated and anew route reconfigured. In another example, if the aircraft landsfarther down the runway than originally planned, the method candetermine if it would be better to increase the braking action in orderto use the originally planned taxiway, or if it would be better to takethe next taxiway.

Upon or after it is determined (at 610) that the scheduled route shouldbe utilized, or upon or after the route has been reconfigured (at 612),the method 600 continues, at 614, and a determination is made whetherspeed control of the aircraft has been enabled (e.g., via the speedcontrol component 302). The speed control can further improve operatingefficiencies, including fuel efficiency, of the aircraft. For example,by enabling the speed control, acceleration (e.g., throttling) and/ordeceleration of the aircraft can be automatically controlled.

If speed control has been enabled (“YES”), at 616, speed of the aircraftcan be automatically controlled (e.g., via the speed control component302). If speed control has not been enabled (“NO”), or after the speedcontrol is enabled, a determination can be made, at 618, whethersteering of the aircraft has been enabled (e.g., via the navigationcomponent 304). If steering of the aircraft has not been enabled (“NO”),the method 600 can end. If steering has been enabled (“YES”), at 620,steering control of the aircraft can be performed automatically (e.g.,via the navigation component 304). According to some implementations, ifautomatic speed and/or automatic steering is not enabled, outputs can berendered (e.g., visible, audible, and so on) that provide guidancerelated to the speed and/or steering.

Thus, the method 600 (as well as other aspects disclosed herein) canprovide gate-to-gate (e.g., gates of a same airport, gates of differentairports) navigation solutions. Also provided can be increasedautomation of aircraft control (e.g., speed control, steering control)to improve efficiency and safety. Further, through recalculation andoptimization of one or more routes, planning for airlines can beimproved as well as reduced operational costs.

FIG. 7 illustrates a method 700 for route planning of an aircraft on theground in accordance with one or more embodiments described herein.Repetitive description of like elements employed in other embodimentsdescribed herein is omitted for sake of brevity.

At 702, the method 700 can include determining, by a system operativelycoupled to a processor, information related to an airdrome (e.g., viathe assessment component 102). The information can comprise first dataassociated with a runway of the airdrome, second data associated with ataxiway of the airdrome, and gate configuration of the airdrome.According to some implementations, the data can include, but is notlimited to, detailed airport surface map information (e.g., informationrelated to all taxiways and associated speeds and weights), known runwayconditions, inaccessible areas (e.g., restricted areas), and/or anyrequired arrival time at gate. In some implementations, aircraftinformation can also be provided such as, for example, aircraftperformance data, which can include aircraft weight, thrust, and fuelconsumption. In addition, inputs from a collision or obstacle warningsystem that are available (e.g., LIDAR, radar, ACAS, optical, and so on)can be provided.

Sensor data can be obtained by the system from one or more sensors, at704 (e.g., via the sensor component 104). The one or more sensors cancomprise a first sensor that monitors performance data of an aircraft, asecond sensor that monitors a first condition of the runway, a thirdsensor that monitors a second condition of the taxiway, and a fourthsensor that monitors a third condition of the gate configuration.

Further, at 706, the system can generate a taxiing protocol based on anavigation model that can be trained based on the information and thesensor data. The taxiing protocol can increase an operational efficiencyof the aircraft (e.g., via the route planning component 106). Accordingto some implementations, generating the taxiing protocol can comprisedetermining, by the system, a time of arrival at a destination with theairdrome. The destination can be a defined gate or a defined runway.

The method 700 can also comprise generating the navigation model basedon operation data received from a plurality of aircraft. In someimplementations, the method 700 can include training the navigationmodel based on cloud-based sharing across a plurality of models.

According to an implementation, the method can comprise dynamicallyadjusting, by the system, an acceleration and/or a deceleration of theaircraft within the airdrome as a function of the taxiing protocol.Further to this implementation, the method can comprise minimizing, bythe system, brake wear and increasing a fuel efficiency of the aircraftbased on regulation of a braking action during the acceleration and thedeceleration. In an additional or alternative implementation, the methodcan comprise steering, by the system, the aircraft within the airdromebased on the taxiing protocol and based on an avoidance of regulatedportions of the airdrome.

Further, in accordance with some implementations, the method can includegenerating, by the system, data related to the airdrome, the aircraft,and aircraft operating factors. Further to these implementations, themethod can include coordinating, by the system, a movement of theaircraft within the airdrome to mitigate collision with one or moreobjects during an automated steering of the aircraft.

According to some implementations, the method can include generating thenavigation model based on operation data received from a plurality ofaircraft. In some implementations, the method can include training thenavigation model through cloud-based sharing across a plurality ofmodels.

FIG. 8 illustrates a method 800 for route planning and movement of anaircraft on the ground in accordance with one or more embodimentsdescribed herein. Repetitive description of like elements employed inother embodiments described herein is omitted for sake of brevity.

Gate to gate navigation is desired for improved planning and reductionof errors in human factors. Airlines face large pressures for operatingcosts (e.g., delays, fuel expenses). The various aspects provided hereinfacilitate automated planning by providing detailed estimates of arrivaland can reduce fuel usage by avoiding accelerations through unnecessarydecelerations as well as navigating optimally along taxiways. Thevarious aspects also cater for non-optimal landings to find a next mostefficient routing rather than a static braking distance calculated fromassumed landing position. Errors can be reduced by ensuring that pathsare clear of obstacles (e.g., maintenance work, crossing traffic, notstriking buildings on sides) as well as allowing for optimizingautomatic steering and/or speed control (when sensors and controls areavailable).

The method 800 starts, at 802, when a system operatively connected to aprocessor accesses runway data, taxiway data, and gate configurationdata associated with an airport (e.g., via the assessment component102). At 804, the system can obtain sensor data from one or more sensors(e.g., via the sensor component 104). The sensor data can relate toperformance data of an aircraft and respective conditions of a runway, ataxiway, and a defined gate. The sensor data can provide real-time ornear real-time information.

Based on the sensor data, the runway data, the taxiway data, and thegate configuration data, the system can train a model, at 806 (e.g., viathe navigation model generation component 202). At 808, the system candetermine a taxiing protocol (e.g., via the route planning component106). The aircraft can be navigated within the airport based on thetaxiing protocol. Further, the taxiing protocol can increase anoperational efficiency of the aircraft.

Further, the method 800 can comprise determining, by the system, adefined time of arrival at a destination within the airport, at 810(e.g., via the route planning component 106). The destination can be adefined gate or a defined runway. For example, the defined time can be atime that the aircraft is expected at the gate (e.g., forunloading/loading of passengers/cargo). In another example, the definedtime can be a takeoff time that specifies when the plane should be atthe runway and ready for takeoff.

At 812, the system can evaluate current conditions of the aircraft andthe airport (e.g., via the sensor component 104). At 814, the taxiingprotocol can be updated based on the defined time of arrival and thecurrent conditions of the aircraft and the airport (e.g., via the routeplanning component 106).

In order to provide a context for the various aspects of the disclosedsubject matter, FIGS. 9 and 10 as well as the following discussion areintended to provide a brief, general description of a suitableenvironment in which the various aspects of the disclosed subject mattercan be implemented.

With reference to FIG. 9, an example environment 910 for implementingvarious aspects of the aforementioned subject matter includes a computer912. The computer 912 includes a processing unit 914, a system memory916, and a system bus 918. The system bus 918 couples system componentsincluding, but not limited to, the system memory 916 to the processingunit 914. The processing unit 914 can be any of various availableprocessors. Multi-core microprocessors and other multiprocessorarchitectures also can be employed as the processing unit 914.

The system bus 918 can be any of several types of bus structure(s)including the memory bus or memory controller, a peripheral bus orexternal bus, and/or a local bus using any variety of available busarchitectures including, but not limited to, 8-bit bus, IndustrialStandard Architecture (ISA), Micro-Channel Architecture (MSA), ExtendedISA (EISA), Intelligent Drive Electronics (IDE), VESA Local Bus (VLB),Peripheral Component Interconnect (PCI), Universal Serial Bus (USB),Advanced Graphics Port (AGP), Personal Computer Memory CardInternational Association bus (PCMCIA), and Small Computer SystemsInterface (SCSI).

The system memory 916 includes volatile memory 920 and nonvolatilememory 922. The basic input/output system (BIOS), containing the basicroutines to transfer information between elements within the computer912, such as during start-up, is stored in nonvolatile memory 922. Byway of illustration, and not limitation, nonvolatile memory 922 caninclude read only memory (ROM), programmable ROM (PROM), electricallyprogrammable ROM (EPROM), electrically erasable PROM (EEPROM), or flashmemory. Volatile memory 920 includes random access memory (RAM), whichacts as external cache memory. By way of illustration and notlimitation, RAM is available in many forms such as synchronous RAM(SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rateSDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), Synchlink DRAM (SLDRAM), anddirect Rambus RAM (DRRAM).

Computer 912 also includes removable/non-removable,volatile/non-volatile computer storage media. FIG. 9 illustrates, forexample a disk storage 924. Disk storage 924 includes, but is notlimited to, devices like a magnetic disk drive, floppy disk drive, tapedrive, Jaz drive, Zip drive, LS-100 drive, flash memory card, or memorystick. In addition, disk storage 924 can include storage mediaseparately or in combination with other storage media including, but notlimited to, an optical disk drive such as a compact disk ROM device(CD-ROM), CD recordable drive (CD-R Drive), CD rewritable drive (CD-RWDrive) or a digital versatile disk ROM drive (DVD-ROM). To facilitateconnection of the disk storage 924 to the system bus 918, a removable ornon-removable interface is typically used such as interface 926.

It is to be appreciated that FIG. 9 describes software that acts as anintermediary between users and the basic computer resources described insuitable operating environment 910. Such software includes an operatingsystem 928. Operating system 928, which can be stored on disk storage924, acts to control and allocate resources of the computer 912. Systemapplications 930 take advantage of the management of resources byoperating system 928 through program modules 932 and program data 934stored either in system memory 916 or on disk storage 924. It is to beappreciated that one or more embodiments of the subject disclosure canbe implemented with various operating systems or combinations ofoperating systems.

A user enters commands or information into the computer 912 throughinput device(s) 936. Input devices 936 include, but are not limited to,a pointing device such as a mouse, trackball, stylus, touch pad,keyboard, microphone, joystick, game pad, satellite dish, scanner, TVtuner card, digital camera, digital video camera, web camera, and thelike. These and other input devices connect to the processing unit 914through the system bus 918 via interface port(s) 938. Interface port(s)938 include, for example, a serial port, a parallel port, a game port,and a universal serial bus (USB). Output device(s) 940 use some of thesame type of ports as input device(s) 936. Thus, for example, a USB portcan be used to provide input to computer 912, and to output informationfrom computer 912 to an output device 940. Output adapters 942 areprovided to illustrate that there are some output devices 940 likemonitors, speakers, and printers, among other output devices 940, whichrequire special adapters. The output adapters 942 include, by way ofillustration and not limitation, video and sound cards that provide ameans of connection between the output device 940 and the system bus918. It should be noted that other devices and/or systems of devicesprovide both input and output capabilities such as remote computer(s)944.

Computer 912 can operate in a networked environment using logicalconnections to one or more remote computers, such as remote computer(s)944. The remote computer(s) 944 can be a personal computer, a server, arouter, a network PC, a workstation, a microprocessor based appliance, apeer device or other common network node and the like, and typicallyincludes many or all of the elements described relative to computer 912.For purposes of brevity, only a memory storage device 946 is illustratedwith remote computer(s) 944. Remote computer(s) 944 is logicallyconnected to computer 912 through a network interface 948 and thenphysically connected via communication connection 950. Network interface948 encompasses communication networks such as local-area networks (LAN)and wide-area networks (WAN). LAN technologies include Fiber DistributedData Interface (FDDI), Copper Distributed Data Interface (CDDI),Ethernet/IEEE 802.3, Token Ring/IEEE 802.5 and the like. WANtechnologies include, but are not limited to, point-to-point links,circuit switching networks like Integrated Services Digital Networks(ISDN) and variations thereon, packet switching networks, and DigitalSubscriber Lines (DSL).

Communication connection(s) 950 refers to the hardware/software employedto connect the network interface 948 to the system bus 918. Whilecommunication connection 950 is shown for illustrative clarity insidecomputer 912, it can also be external to computer 912. Thehardware/software necessary for connection to the network interface 948includes, for exemplary purposes only, internal and externaltechnologies such as, modems including regular telephone grade modems,cable modems and DSL modems, ISDN adapters, and Ethernet cards.

FIG. 10 is a schematic block diagram of a sample computing environment1000 with which the disclosed subject matter can interact. The samplecomputing environment 1000 includes one or more client(s) 1002. Theclient(s) 1002 can be hardware and/or software (e.g., threads,processes, computing devices). The sample computing environment 1000also includes one or more server(s) 1004. The server(s) 1004 can also behardware and/or software (e.g., threads, processes, computing devices).The servers 1004 can house threads to perform transformations byemploying one or more embodiments as described herein, for example. Onepossible communication between a client 1002 and servers 1004 can be inthe form of a data packet adapted to be transmitted between two or morecomputer processes. The sample computing environment 1000 includes acommunication framework 1006 that can be employed to facilitatecommunications between the client(s) 1002 and the server(s) 1004. Theclient(s) 1002 are operably connected to one or more client datastore(s) 1008 that can be employed to store information local to theclient(s) 1002. Similarly, the server(s) 1004 are operably connected toone or more server data store(s) 1010 that can be employed to storeinformation local to the servers 1004.

Reference throughout this specification to “one embodiment,” or “anembodiment,” means that a particular feature, structure, orcharacteristic described in connection with the embodiment is includedin at least one embodiment. Thus, the appearances of the phrase “in oneembodiment,” “in one aspect,” or “in an embodiment,” in various placesthroughout this specification are not necessarily all referring to thesame embodiment. Furthermore, the particular features, structures, orcharacteristics can be combined in any suitable manner in one or moreembodiments.

As used in this disclosure, in some embodiments, the terms “component,”“system,” “interface,” “manager,” and the like are intended to refer to,or comprise, a computer-related entity or an entity related to anoperational apparatus with one or more specific functionalities, whereinthe entity can be either hardware, a combination of hardware andsoftware, software, or software in execution, and/or firmware. As anexample, a component can be, but is not limited to being, a processrunning on a processor, a processor, an object, an executable, a threadof execution, computer-executable instructions, a program, and/or acomputer. By way of illustration and not limitation, both an applicationrunning on a server and the server can be a component

One or more components can reside within a process and/or thread ofexecution and a component can be localized on one computer and/ordistributed between two or more computers. In addition, these componentscan execute from various computer readable media having various datastructures stored thereon. The components can communicate via localand/or remote processes such as in accordance with a signal having oneor more data packets (e.g., data from one component interacting withanother component in a local system, distributed system, and/or across anetwork such as the Internet with other systems via the signal). Asanother example, a component can be an apparatus with specificfunctionality provided by mechanical parts operated by electric orelectronic circuitry, which is operated by a software application orfirmware application executed by one or more processors, wherein theprocessor can be internal or external to the apparatus and can executeat least a part of the software or firmware application. As yet anotherexample, a component can be an apparatus that provides specificfunctionality through electronic components without mechanical parts,the electronic components can comprise a processor therein to executesoftware or firmware that confer(s) at least in part the functionalityof the electronic components. In an aspect, a component can emulate anelectronic component via a virtual machine, e.g., within a cloudcomputing system. While various components have been illustrated asseparate components, it will be appreciated that multiple components canbe implemented as a single component, or a single component can beimplemented as multiple components, without departing from exampleembodiments

In addition, the words “example” and “exemplary” are used herein to meanserving as an instance or illustration. Any embodiment or designdescribed herein as “example” or “exemplary” is not necessarily to beconstrued as preferred or advantageous over other embodiments ordesigns. Rather, use of the word example or exemplary is intended topresent concepts in a concrete fashion. As used in this application, theterm “or” is intended to mean an inclusive “or” rather than an exclusive“or.” That is, unless specified otherwise or clear from context, “Xemploys A or B” is intended to mean any of the natural inclusivepermutations. That is, if X employs A; X employs B; or X employs both Aand B, then “X employs A or B” is satisfied under any of the foregoinginstances. In addition, the articles “a” and “an” as used in thisapplication and the appended claims should generally be construed tomean “one or more” unless specified otherwise or clear from context tobe directed to a singular form.

Inference can also refer to techniques employed for composinghigher-level events from a set of events and/or data. Such inferenceresults in the construction of new events or actions from a set ofobserved events and/or stored event data, whether the events arecorrelated in close temporal proximity, and whether the events and datacome from one or several event and data sources. Various classificationschemes and/or systems (e.g., support vector machines, neural networks,expert systems, Bayesian belief networks, fuzzy logic, and data fusionengines) can be employed in connection with performing automatic and/orinferred action in connection with the disclosed subject matter.

In addition, the various embodiments can be implemented as a method,apparatus, or article of manufacture using standard programming and/orengineering techniques to produce software, firmware, hardware, or anycombination thereof to control a computer to implement the disclosedsubject matter. The term “article of manufacture” as used herein isintended to encompass a computer program accessible from anycomputer-readable device, machine-readable device, computer-readablecarrier, computer-readable media, machine-readable media,computer-readable (or machine-readable) storage/communication media. Forexample, computer-readable media can comprise, but are not limited to, amagnetic storage device, e.g., hard disk; floppy disk; magneticstrip(s); an optical disk (e.g., compact disk (CD), a digital video disc(DVD), a Blu-ray Disc™ (BD)); a smart card; a flash memory device (e.g.,card, stick, key drive); and/or a virtual device that emulates a storagedevice and/or any of the above computer-readable media. Of course, thoseskilled in the art will recognize many modifications can be made to thisconfiguration without departing from the scope or spirit of the variousembodiments

The above description of illustrated embodiments of the subjectdisclosure, including what is described in the Abstract, is not intendedto be exhaustive or to limit the disclosed embodiments to the preciseforms disclosed. While specific embodiments and examples are describedherein for illustrative purposes, various modifications are possiblethat are considered within the scope of such embodiments and examples,as those skilled in the relevant art can recognize.

In this regard, while the subject matter has been described herein inconnection with various embodiments and corresponding FIGs, whereapplicable, it is to be understood that other similar embodiments can beused or modifications and additions can be made to the describedembodiments for performing the same, similar, alternative, or substitutefunction of the disclosed subject matter without deviating therefrom.Therefore, the disclosed subject matter should not be limited to anysingle embodiment described herein, but rather should be construed inbreadth and scope in accordance with the appended claims below.

What is claimed is:
 1. A system, comprising: a memory that storesexecutable components; and a processor, operatively coupled to thememory, that executes the executable components, the executablecomponents comprising: an assessment component that accesses runwaydata, taxiway data, and gate configuration data associated with anairport and respective aircraft technical data and specifications for aplurality of aircraft associated with the airport; a sensor componentthat collects sensor data from a plurality of sensors, wherein thesensor data relates to respective performance data of the plurality ofaircraft and respective conditions of the runway data, the taxiway data,and the gate configuration data; a navigation model that is trainedthrough cloud-based sharing across a plurality of models based on theplurality of aircraft; and a route planning component that employs thenavigation model to analyze the sensor data, the runway data, thetaxiway data, and the gate configuration data, and generates a protocolto navigate the plurality of aircraft within the airport to improveaircraft operational efficiency associated with conservation of fuel,decreased brake wear, or combinations thereof based on respective timeof arrivals at respective destinations within the airport for theplurality of aircraft.
 2. The system of claim 1, wherein the executablecomponents further comprise a navigation model generation component thatgenerates the navigation model based on operation data received from theplurality of aircraft.
 3. The system of claim 1, wherein the respectiveperformance data of the plurality of aircraft comprises a weight, athrust, a fuel consumption, or combinations thereof.
 4. The system ofclaim 1, wherein the respective conditions of the runway data and thetaxiway data comprises at least one of a weather condition, trafficinformation, obstruction information, restriction information, orcombinations thereof.
 5. The system of claim 1, wherein the operationsfurther comprise a speed control component that performs accelerationand deceleration of an aircraft of the plurality of aircraft within theairport as a function of the taxiing protocol.
 6. The system of claim 5,wherein the speed control component regulates a braking action of anaircraft of the plurality of aircraft to minimize brake wear andincrease a fuel efficiency.
 7. The system of claim 1, wherein theoperations further comprise a navigation component that performsautomated steering an aircraft within the airport as a function of thetaxiing protocol, wherein the aircraft is included in the plurality ofaircraft.
 8. The system of claim 1, wherein the operations furthercomprise: a collision avoidance component that receives and generatesdata related to the airport, the plurality of aircraft, and respectiveaircraft operating factors and coordinates with a navigation componentto mitigate collision of a defined aircraft of the plurality of aircraftwith other objects during an automated steering of the defined aircraftwithin the airport.
 9. The system of claim 1, wherein the executablecomponents further comprise: a deviation component that dynamicallyreassesses and updates a route of an aircraft of the plurality ofaircraft based on information received from the sensor component.
 10. Amethod, comprising: determining, by a system operatively coupled to aprocessor, information related to an airdrome, wherein the informationcomprises first data associated with a runway of the airdrome, seconddata associated with a taxiway of the airdrome, third data associatedwith gate configuration of the airdrome, fourth data associated withfirst aircraft technical data of a first aircraft, and at least fifthdata associated with second aircraft technical data of a secondaircraft; obtaining, by the system, sensor data from one or moresensors, wherein the one or more sensors comprise a first sensor thatmonitors performance data of the first aircraft, a second sensor thatmonitors a first condition of the runway, a third sensor that monitors asecond condition of the taxiway, a fourth sensor that monitors a thirdcondition of the gate configuration, and at least a fifth sensorassociated with a condition of the second aircraft, wherein theobtaining sensor data from at least the fifth sensor comprisingaccessing a cloud-based network that shares aircraft data; andgenerating, by the system, a taxiing protocol based on a navigationmodel that is trained based on the information and the sensor data,wherein the taxiing protocol increases an operational efficiency of theaircraft.
 11. The method of claim 10, wherein the generating the taxiingprotocol comprises determining, by the system, a time of arrival at adestination within the airdrome, wherein the destination is a definedgate or a defined runway.
 12. The method of claim 10, further comprisinggenerating, by the system, the navigation model based on operation datareceived from a plurality of aircraft.
 13. The method of claim 10,further comprising training, by the system, the navigation model basedon cloud-based sharing across a plurality of models.
 14. The method ofclaim 10, further comprising dynamically adjusting, by the system, anacceleration and a deceleration of the aircraft with the airdrome as afunction of the taxiing protocol.
 15. The method of claim 14, furthercomprising minimizing, by the system, brake wear and increasing a fuelefficiency of the aircraft based on regulation of a braking actionduring the acceleration and the deceleration.
 16. The method of claim10, further comprising dynamically steering, by the system, the aircraftwithin the airdrome based on the taxiing protocol and based on anavoidance of regulated portions of the airdrome.
 17. The method of claim10, further comprising: generating, by the system, data related to theairdrome, the aircraft, and aircraft operating factors; andcoordinating, by the system, a movement of the aircraft within theairdrome to mitigate collision with one or more objects during anautomated steering of the aircraft.
 18. The method of claim 10, furthercomprising: detecting, by the system, an unexpected action based on thesensor data; and recalculating a scheduled route based on the unexpectedaction.
 19. A computer readable storage device comprising executableinstructions that, in response to execution, cause a system comprising aprocessor to perform operations, comprising: accessing runway data,taxiway data, and terminal configuration data associated with anairport; obtaining sensor data from one or more sensors via acloud-based network, wherein the sensor data relates to performance dataof a first aircraft and respective conditions of a runway, a taxiway,and a defined terminal provided by at least a second aircraft via thecloud-based network; training a model based on the sensor data, therunway data, the taxiway data, and the terminal configuration data; anddetermining a navigation protocol, wherein the first aircraft isnavigated within the airport based on the navigation protocol, andwherein the navigation protocol increases an operational efficiency ofthe first aircraft.
 20. The computer readable storage device of claim19, wherein the operations further comprise: determining a defined timeof arrival at a destination within the airport, wherein the destinationis the defined terminal or the runway; evaluating current conditions ofthe first aircraft and the airport; and updating the navigation protocolbased on the defined time of arrival and the current conditions of thefirst aircraft and the airport.